Low brake pressure signal device



Dec.. i4, 1948.

J. D. KENNELLY LOW :BRAKE PRESSURE SIGNAL DEVICE 5 Sheets-Sheet l Filed Oct. 20, 1945 De. 14, 1948. J. D. KENNELLY 2,456,286

LOW BRAKE PRESSURE SIGNAL DEVICE lFiled oct. 20. 1945 s sheets-sheet 2 Dec. 14, 1948. f J. D. KENNELLY 2,456,286.

Low BRAKE PRESSURE SIGNAL DEVICE l Filed Oct. 20,A 1945 3 Sheets-Sheet 3 Patented Dec. 14, 1948 UNITEDA su'rAfE's PATENT orrlca wl CE Application October 20, 1945, Serial No. 623.587

6 Claims. (Cl. 1in-811) This invention relates to signal devices. The invention is particularly useful in connection with signal lights on railway cars and other vehicles employing pressure lines for operating brakes and the like.

Numerous accidents have occurred on railways where the pressure in the brake line dropped to a low point at which brakes could.

not be effectively applied, and particularly when, after a derailment, the pressure line was broken and signal lights were not available for warning an approaching train.

An object of the present invention is to provide signal means whereby upon the dropping of the pressure in a brake line, from any cause, a warning light will immediately be setin operation at either or both ends of a railway train. A further object is to provide, in combination with a signal, apparatus providing a warning light and a favorable light, together with means for rotating one or the other into view, means responsive to a drop in pressure in the brake line below a predetermined point for actuating said signal device to bring the warning light into view. Yet another object is to provide means whereby, after the warning light has been in service and the cars have been brought onto a switch line, the warning light can be turned oil' while at the same time conditioning the apparatus so that upon the building up of pressure again, the signal device will become automatically effective for a new warning operation. Other specific objects and advantages will appear as the specification proceeds.

The invention is illustrated in preferred embodiments, by the accompanying drawings, in which- Figure 1 is` an axial section through a signal device which may be employed with the present invention, parts of the structure being shown in elevation; Fig. 2, a transverse section on the line of 2--2 of Fig. 1; Fig. 3, a partial section on the line 3 3 of Fig. 2; Fig. 4, a wiring diagram; and Fig. 5, a wiring diagram for a modified form of the invention.

The present invention may be employed in combination with any suitable signalling device. For the purpose of illustration, I have set forth the signalling structure shown'in Figs. 1 to 3 inclusive and with which the present invention may be effectively carried out. The structure shown in Figs. 1 to 3 inclusive and its operation are set out more fully and described in greater detail in my co-pending application Serial No. 570,946, now Patent No. 2,417,934, for signal devices. Eor the purpose of the present invention, it is suiiicient to describe the structure shown' in Figs. 1 to 3 inclusive as follows:

The control device, as illustrated, comprises 5 a main frame I0 which is generally U-shaped vand which is connected at one end to a ring Il supporting an annular reflector I2 formed with a central opening through which a beam of light may be projected. The main frame is l0 preferably covered by a housing i3 fitting against the ring il, as shown, and secured by a screw I4 to the rearward end of the main frame. The frame and cover are adapted to be xedly mounted in a railway car, such as a locomotive.

16 vIt will be understood that the reflector I2 may be covered by a suitable glazed cover or lens, as desired.

A subframe II, in the form of a strap bent around and .with its ends connected together,

20 is pivotally mounted in the mainframe on opposed pivots i' and I1 which dene an axis transverse to the length of the main frame.

Within the subframe l5, a lamp support i8 is mounted on pivots I9 lying on an axis trans- S5 verse to the axis of the pivots i@ and l1. The lamp support, as shown, may be in the form of a cylindrical l,sheet metal member cut away at one side and having a reinforcing strap 2| thereon to which the pivots i9 are connected.

A pair of electric lamps 22 and 23 are supported in the support It facing toward the opposite ends thereof and lying within reflectors 24. The lamp 23 is adapted to project a beam having a distinctive color, such as red, and for this purpose' a tinted transparent cover 25 may be secured over its reflector 24.

The position of the main frame with respect to the support is controlled through la mechanism which is carried by a plate 28 secured to a shaft 21 which is coaxial with the pivot I1. A worm gear 2B is connected to the shaft 21 and meshes witha worm 29 on a shaft 3i which is. driven by a motor 3.2 through a suitable gear box indicated at 33. The motor 32 is of the reversible direct current type to drive the gear 28 in either direction. The amount of motion of the ,gear 28 is limited by limit switches 34 and 35 which are normally ,closed and which are opened by engagement of an arm 38 therewith.

The arm 36 is connected to the gear 28 and coacts with the switches to permit movement of the plate 2B through substantially 180.

The plate 2B carries a motor 31 which drives a gear box 3,8 from which two cranks 39 and 4i are operated. The crank 89 islconnected through casarse a link 42 to a. bracket 43 secured to subframe I5 so that as the crank 89 turns, the subi'rame will be oscillated about the pivots i8 and I1. The

` through lead 82 and'through lead 83.

apparatus, I provide, as shown more' clearly in f Fig. 4, apparatus, which is responsive to a drop in pressure in a brake uid pipe below a predetermined point. for actuating the signal'device.

The brake iluid pipe, as shown in Fig. .4, is indicated by the numeral 50. Communicating with the pressure iluid pipe through the tting 5i is an actuator cylinder 52 equipped with a diaphragm (not shown) to which is connected a plunger 53. Normally, the diaphragm is urged upwardly within the chamber 52 by means of a spring, but the presure within the air fluid pipe or brake fluid plp 50 is normally high enough to maintain the plunger 53 in its lower position, as illustrated in Fig. 4. The plunger 53, in the high pressure position shown, brings contact arm 54 into contact with the point 55. Point 55 is connected through lead line 56 to the solenoid 51 which draws the contact arm 58 upwardly to connect the contact points 59 and B0 when switch ill is closed and the air pressure in line 50 is normal. Under those circumstances, the apparatus is set for manual operation. and the operation of the signal mechanism is controlled through the movement of the wiper arm 6I.

The wiper arm 8i is adapted to contact either the segment $2 or the segment 83. Preferably, an additional segment 84 is providedconnected through a resistance 65 to the segment 83 to dim the light 22 when desired.

Switches 81 and 68 connect .motor 31 to the generator to cause a gure 8 or other desired reciprocating motion of the lights 22 and 28. The

switches are in parallel; switch 81 may be an ordinary ofi-on switch for producing continuous operation of motor 31, while switch 88 may be a normally-open push-button switch for inching motor 3l along to produce any desired stationary orientation of the light 22 or 23, whichever may be showing. Line l0 leading from segment 62, line 1i leading from the lead 65. line 12 leading from the wiper arm 8i, and line 13 leading from the segments 53 all make connection with'the operating lines in the signal device to operate the lights 22 and 23 therein and the motor 32 which rotates the lights to bring either 22 or 23 into view through the opening or reflector i2, as described more fully in my co-pending application Serial No. 570,946 now Patent No. 2,417,934.V Line 13 is rendered effective in this operation by the closure of points 59 and 60 by reason of the operation of solenoid 51 in response to manual closing of switch 9|.

I will not describe structure which, when the pressuredrops below a predetermined point. will lock out the manual controi switch structure de scribed and which will automatically operate the signal mechanism to bring the warning light into view. As shown more clearly in Fig. 4, there is a contact point 14 directly above the arm 54 and a contact point 15 directly above the contact arm 18, carried by plunger 55. Should the pressure within the cylinder 52 drop below a. predetermined point, say 20 pounds, the diaphragm moves upwardly under the influence of the spring, breaking the contact between arm 54 and point 55 and bringing arm 54 into contact with point 14, and likewise arm 18 into contact with point 15. By these connections. a current is caused to flow through lines 11 and 18 to start the motor 18 which is operated by a battery i! it has not previously been running. AV 64-volt battery has been found satisfactory for this purpose. The motor 19 drives generator 8l and a current flows In the meantime, since the contact between arm 54 and 55 was broken, solenoid 51 is not active and the bridge 58 connects points 84 and 85. The current then flows through leads 88 and 81 to the warning light 28 and to motor 32. Motor 32 brings the red light 28 into alignment with the open end of the casing 83. ii`the light is not already in that position. The current ows back through lead line 88 to the generator 8|. It will be understood that motor 32, shown schematically in Fig. 4, is actually located within the housing of the light, as shown in Fig. 1.

In the operation of the structure shown in Fig. t, lt will be noted that as long as the plunger 53 is in down position, the solenoid 51 functions and connects the points 88 and 59 oi the line 13 when manual control switch is closed. Under this arrangement, the operation of the motor 82 and `the lights 22 and 28 is by means of the manuallycontrolled switch arm 8l. It will also be understood that motor 31 may be employed throughout all of the operations to move the lights 22 and 23 in the courses already described. However. since the invention is applicable to lights which do not move, as well as to such moving lights. a description of the motor operation for actuating lights 22 and 23 in figure eight movements will not be set out.

When the pressure in brake fluid pipe 85 drops below a predetermined point, say 20 pounds, the plunger 53 moves upwardly, breaking contact 55 and making contacts between arm 54 and point 15 and between arm 18 and point 15. The breaking of thecontact at 55 causes the solenoid 51,

to become inactive whether or not switch is closed and the bridge 58 drops and connects pointsV 8d and 85. Lines 11 and 18 are energized by the above-mentioned contacts, and battery 80 causes a current'to ow through motor 19 to set it into operation for driving the generator 8i. The operation now is automatic andis not under the control of the wiper arm or switch lever 8l.

The current ows from the generator now to the motor 82 and tothe red light 23, the motor 32 being so adjusted as always to bring light 28 into view through the aperture in the end of the casing. There is thus displayed only the warning light 23, and the white light or favorable lightr 22 remains obscured. Should the pressure within. line 58 build up at any point, the plunger 53' swings downwardly, breaking contacts with the points 14 and 18 and making a contact 'between tors election. at times when the air pressure in line 55 is normal.

In the modiiled structure shown in Fig. 5, I prott. Solenoid et, which is connected to the gen--A erator at, is actuated to litt the bridge @l and connect points @t and t9. The connection with points @t and t9 brings the white light into the circuit and thus renders it visible. Should the plunger 53 be raised, as when the pressure in line.

d@ drops below a predetermined point, the connection between arm t2 and point @il is broken and the solenoid is no longer eiiective in holding up the bridge tl. The member dll thus drops and connects points itil and tdi which brings the red or warning light into view.

Under the above circumstances, it is quite likely that the train will be brought onto a' switch line and no further need of the warning light will be necessary. It is here desired to manually turn off the red light while at the same time providing means for conditioning the apparatus so that, upon the building up'of pressure, the device will again function automatically to indicate the drop in pressure, should this occur, When the plunger 53 moves upwardly, it connects Contact arm @t with the contact point it, and contact arm itil? with point iifii No current ows 'through arm iii@ and point iiifi because lead it communicatw ing therewith has no connection at its other end. Also, no current flows through the lead t2 and iii? because this line is broken by switch ille. Should switch iii@ be pressed downwardly to meet the Contact point itil, current then hows through the solenoid itt, and the plunger illu is raised to bring the arm il ii against contact arm i ii and the arm vIl it against contact arm lili. `The rais ing of arm lit breaks the contact with point iid which is connected through lead lill with the motor.

In the operation resulting from the closing of switch tilt, current flows from the generator through contact arm di?, point lill', switch lili?, to solenoid itil connected to the generator. Plunger .itil is raised and current ilows through leads lits and iii and through contact arm M2, point i113, and baci; through line i uit, arm itt, contact point ltd, and lead line @t to the lsolenoid t5. The solenoid raises the switch. di, thus turning ofi the warningl light and turning on the white light. When the pressure in cylinder i132 builds up, the plunger lill will fall and the arm itil will break. its connection with point iilt and the arm @E will break its connection with point it@ but maires its normal connection with `point t3. Thus, the apparatus is now in starting condition. The white light is on and the apparatus is conditioned for bringing the red light into view the moment that the pressure in the line iid drops below the predetermined point and the plunger @il again rises.

In the operation oi the structure shown in Fig. 4, it will be noted that the manual switch whichV conects lines Ti and lil may be turned to place the battery Sii in circuit so that the current will pass through the switch, battery tu, and the motor lil to drive generator di. In the night time, usually such manual switch may be ernployeci to keep the generator constantly in operation. In the daytime, however, it is often desirable to turn off the motor and generator by the use of this manual switch. Even, however, when the switch is turnedoi, the raising oi' the plunger 53 will close the circuit and thus automatically produce a current from battery tt to the motor 19.

While in the foregoing specification I have set forth a structure in considerable detail, it will be understood that such details may be varied .widely by those skilled in the art without departing from the spirit of my invention.

I claim:

i. ln combination with a brake line maintained under high fluid pressure on railway cars and the like, a. signal device provided' with a warning light and a favorable light, means for rotatably mounting said lights to move one into view while obscuring the other, and means responsive to a drop in pressure in said brake line below a predetermined point for actuating said last-nientioned means to bring said warning light into view.

2, ln combination with a fluid pressure line carried by a vehicle, pressureresponsive mechanism associated therewith, signal apparatus providing warning and favorable lights, means for rotating the lights to bring one oi' the two into view, and means actuated by said pressureresponsive mechanism, when the pressure in said line changes in a selected direction to a predetermined degree, for operating said signal ap'- paratus to bring said warning light into view.

3. In combination with a fluid pressure line cr'ried by a vehicle, pressure-responsive mecha-- nism associated therewith, signal apparatus pro@ viding warning and favorable lights, means for rotating'the lights to bring one of the two into view, means actuated by said pressureuresponsive mechanism, when the pressure in said line changes in a selected direction to a predetermined degree, for operating said signal apparatus to bring said warning light into view, means for turning 'ed said warning light, and switch means actuated by a plunger in 'said pressure line upon the building up of pressure therein to reset the circuit for the operation of said lights again when the pressure in the line changes in said se -lected direction to a predetermined degree1 t. vIn combination with a high pressure air brake line on railway cars and the like, a signal device provided with a warning light and a fa vorable light, means adapted to be actuated to bring one of the twoI of said lights into view, means responsive to a drop in pressure in said brake line below a predetermined point 'or ac tuating said last-mentioned means to bring said warning light into view, a dialfihrafnn-eduirupeli plunger in said pressure line and actuated by' the building up of pressure again in said line above a predetermined degree, and switch means actuated 'by said plunger for resetting the cir cuit of said light-moving means to render the same responsive to a second drop in pressure.

5. In combination with a high pressure air brake line on railway cars and the like, a signal device provided with a warning light and a avorable light, means adapted to be actuated to bring one of the two of said lights into vieu/i, means responsive to a drop in pressure in said brake line below a predetermined point for actuating said last-mentioned means to bring said warning light into view, manual means for turn ing oir said warning light, switch means in the' 7c pressure line for moving said switch means to reset said circuit forrendering the same responsive again to a drop in pressure.

6. In combination with a uid pressure line, pressure-responsive mechanism communicating therewith, signal apparatus providing warning JEREMIAH D. KENNELLY.

8,. REFERENCES CITED The following references are of record in the file of this patent:

UNITED STATES PATENTS Number Name Date 1,451,166 McCarthy Apr. 10, 1923 1,811,800 Miidenberger ,June 23, 1931 1,845,399 Cioninger Feb, 16, 1932 1,850,626 Hukll Mar. 22, 1932 Peill leis a1. July 12, 1938 Cert-icate of Correction Patent No. 2,456,286. December 14, 1948.

JEREMIAH D. KENNELLY It is hereby certified that errors appear in the printed specification of the above numbered patent requmng correction as follows:

Column 3, line 66, for the Word not before describe read now; column 4, lines 29 and 47, for switch read switch .91;

and that the said Letters Patent should be read with these corrections therein that the same may conform to the record of the casein the Patent Office.

Signed and sealed this 5th dayof April, A. D. 1949.

THOMAS F. MURPHY,

Assistant ommzssimr of Patents. 

